Lubricating system for internal-combustion engines



Nov. 25, 1952 q. E. WlTZKY ET/U,

LUBRICATING SYSTEM FOR INTERNAL-COMBUSTION ENGINES 5 Sheets-Sheet 2 Filed June 30. 1947 WOLFGANG S. LANG RICHARD J AKOB M-a NOV. 25, 1952 J, wlTZKY r 2,619,189

LUBRICATING SYSTEM FOR INTERNAL-COMBUSTION ENGINES 176 7x I E 1% 155 uucnfoza JULIUS E .WITZKY WOLFGANG S. LANG F723. 4-. FHCHARD J.-J K08 I Nov. 25, 1952 J. E. WlTZKY ETAL LUBRICATING SYSTEM FOR INTERNAL-COMBUSTION ENGINES 5 Sheets-Sheet 4 Filed June 30. 1947 0o 2 5 0 Z J 5 7 fl/ M 2 M J r 2 0 J 4 WW w 2 w UAHHI'IH ||M M llll lPVNHl 'llW I11 2 W g Q M W 5 Sheets-Sheet 5 .1. E. WITYZKY ETAL Nov. 25, 1952 LUBRICATING SYSTEM FOR INTERNAL-COMBUSTION ENGINES Filed June 50. 1947 Patented Nov. 25, i952 LUBRICATING SYSTEM FOR INTERNAL- COMBUSTION ENGINES Julius E. Witzky, Stuttgart-Cannstatt, and Wolfgang S. Lang and Richard J. Jakob, Wendlingen-Neckar,

Germany,

assignors to the United States of America as represented by the Secretary of War Application June 30, 1947, Serial No. 758,031

3 Claims.

The present invention relates to internal combustion engines, and more particularly to an improved system of lubrication for such engines, including those of the diesel type.

In accordance with the usual lubricating systems employed in engines of the above-indicated character, a large part of the system employed for conveying lubricating fluid to the moving parts is located outside of the engine housing, with attendant exposure to damage and possible increased hazards to operating personnel, as well as increasing the overall width and height of the engine.

One object of the present invention is to provide an engine of the internal combustion type with an improved lubricating system which is substantially entirely inclosed in the engine housing, thereby obviating the above objections, with attendant reduction in width, height and weight of the engine, these considerations becoming of increased importance when the engine is of the diesel type employed for propulsion of locomotives, where rigid standard specifications as to height, width and weight may be met.

Another object of the present invention is the provision of an improved lubricant-distributing system whereby lubrication fluid is carried to all moving parts of the engine from a single supply means disposed entirely within the engine housing, the distributing system being a combination of gravity feed and splash systems, all interiorly disposed in the engine housing.

A still further object of the invention is to provide an improved control means for the splash system for controlling the amount of lubricant ejected by the splash system in the upper portion of the cylinder heads of the engine, to minimize the flooding of the cylinder head by excess lubricant ejected therein.

Further objects and advantages of the improved construction will become apparent as the description proceeds, and the features of novelty will be pointed out in particularity in the appended claims.

The improvements of the present invention will become more clearly understood by reference to the accompanying drawings, which illustrate an exemplary embodiment of the improved construction of this invention.

In the drawings:

Figure 1 represents a transverse sectional elevation through an internal combustion engine embodying the improved lubricating system of the invention, the view being taken through corresponding cylinders of the engine;

Figure 2 is an enlarged sectional elevation of the right-hand cylinder shown in Figure 1, the view showing on an enlarged scale details of operating mechanism in the cylinder, together with details of the lubricant-supplying system therefor;

Figure 3 is a plan view of the cylinder head of Figures 1 and 2, parts being shown in section;

Figure 4 is a, detailed sectional elevation taken on the line IV--IV of Figure 3, indicating lubricant-control means, the view looking in the direction of the arrows;

Figure 5 is a fragmentary sectional elevation taken on the line V--V of Figure 3, looking in the direction of the arrows, the view showing further details of the lubricant-controlling instrumentalities;

Figure 6 is a view similar to Figure 5, but taken on the line V1VI of Figure 3, looking in the direction of the arrows;

Figure 7 is a plan view of a rocker arm shaft embodying the lubricant control features of Figures 4, 5 and 6;

Figure 8 is a fragmentary sectional elevation ShOWlIlg further details of lubricant-supplying means, the view being taken on the line VIIIVIII of Figure 1, looking in the direction of the arrows Figure 9 is a fragmentary sectional plan view showing further details of the lubricant-supplying system, the view being taken on the line IX-IX of Figure 1, looking in the direction of the arrows; and

Figure 10 is a sectional elevation taken at right angles to Figure 8, along the line X-X of Figure 8, locking in the direction of the arrows.

Referring more particularly to the drawings, and first to Figure 1, it will be seen that this View shows corresponding cylinders of a generally V- type internal combustion engine, the cylinders being mounted on an engine block C. Each of the cylinders contains a piston I2, each piston being connected to a main drive shaft It through rods l8 and 2t, respectively, these rods including wrist pins 22 and 25, respectively. The main drive shaft l6 operates in bearings 23 in the. engine block C. Also disposed in the engine housing is a cam shaft 28 operating in bearings 30 that connect with a sump 32 for collecting lubricating fluid, as will be pointed out in greater detail hereinafter.

The cam shaft 28 actuates tappet rods 34 and 38 that are adapted to actuate rocker arm instrumentalities, to be referred to in more particularity hereinafter, which are mounted on hollow rocker shafts 42 and 44, for operating valves 46 and 48 through valve stems 56 and 52.

The hollow rocker shaft 42 is mounted below the shaft 44, both shafts being mounted in end bearings 54 and 56, which are mounted in turn on the cylinder head casting 58.

The tappet rod 34 engages a short rocker arm 60 on the lower hollow shaft 42, this shaft 42 carrying a pair of long rocker arms 62 and 64, these long arms actuating a pair of intake valves, one of which is shown at 46. The tappet rod 36 engages a short rocker arm 66 on the upper rocker shaft 44, this shaft 44 also carrying a pair of relatively short rocker arms 68 and 10, which operate exhaust valves, one of which is indicated at 48. The valves 46 and 48 are provided with coil springs 12 and 14 for cushioning the movement of the rocker arms and valves. The details of the rocker arms and rocker arm shafts are shown in Figure 3, wherein it will be seen that the short shaft-actuating arm 60 for the lower rocker arm shaft 42 is integral with the shaft 42, as are the long valve-actuating arms 62 and 64. Also the shaft-actuating arm 66 for the upper rocker arm 44 is integral with the rocker arm 44, as are the rocker arms 68 and 10. These arms 68 and 10 for actuating the exhaust valves are shown as being substantially shorter than arms 62 and 64, but are longer than the arm 66. It will be seen from the foregoing that the rocker shaft and rocker arm assemblies may be made as integral castings in each case.

Again, referring to Figure 1, it will be seen that there is provided within the engine block C a lubricant supply header main 84, which extends, completely inclosed, through the entire length of the engine, and which constitutes the lubricant supply main for the lubricating system for the engine, the arrangement of which system constitutes the substance of the present invention. This header main 84 is positioned substantially at the apex of the angle formed by the intersection of the cylinders. From this supply main or header 84 the lubricant is supplied under pressure of a pump, not shown, to the various moving parts of the construction through a series of ports and ducts that will be described hereinafter.

Before proceeding with this description, it will be observed that the lower ends of the tappet rods 34 and 36 are inclosed in housings, one of which is shown at 86 defining a space 88 around the tappet rods, the space 88 inclosing a sleeve 30 that is in direct contact with the cam shaft 28. The upper end of the tappet rod housing 86 1;

a casting I which includes inner webs I02, I04,

I06, it being understood that this casting is integral and continuous in its parts, and forms a cylinder head in which the tappet rods 34 and 36 and valve stems 50 and 52 are received, as well as the additional intake and exhaust valves, not shown in Figures 1 and 2. This cylinder head casting I00 also defines a recess II2 around each of the intake valve stems, such recess forming a seat for intake valve spring I2, the exhaust valve spring 16 being seated on top of web I04 of the cylinder head casting I00. The web I02 of the cylinder head casting I00 defines an annular space I I4 around the rocker arm tappet rods, the purpose of which will be explained hereinafter.

Referring again particularly to Figure 1, in

conjunction with Figures 8, 9 and 10, it will be seen that the header main 84 is provided with a series of downwardly extending ducts II6 for supplying lubricant to the main crank shaft bearings II8, which have been indicated by numeral 23 in Figure 1. These ducts II6 pass through webs I (Figures 8 and 10) in the engine block C. Also passing upwardly from the header main 84 through similar webs I22 of the engine block are ports I24 which supply lubricant to bearings I26 of the cam shaft 28, which bearings are shown at 30 in Figure 1, ducts I28 passing through webs I22 of the engine block C to a lubricant distributor I30, from which distributor flexible pipes I32 and I34 extend upwardly along the exterior of the cylinders, these flexible pipes being the only elements of the lubricant circulation systems that are not completely enclosed within the engine block and cylinder housings. As indicated on Figure 10, the webs I20 and I22 may be integral parts of the engine block casting C, webs I20 being that portion below the lubricant supply main 84, whereas I22 represents the portion of the webs above this supply main 84 in which are positioned the bearings I26 for the cam shaft, the cams of which are indicated at I36 on Figures 8 and 9.

Referring to Figures 1 and 2, flexible pipe I32 is provided at its upper end with a connector I33 which is connected to a duct I38, which has its inner end closed as indicated at I40 so that lubricant may pass, under pressure of the pump, through upwardly extendin ducts I42 and I44 which lead, respectively, to the rocker arm shafts 42 and 44, these shafts being hollow, as indicated at I46 and I48. A lubricant intake port indicated at I50 and I52, respectively, extends through the wall of each rocker arm shaft 42 and 44, each of these ports being brought intermittently into registry with the ducts I42 and I44 responsively to movement of the rocker arm shafts.

Each of the rocker arm shafts is provided with at least one lubricant outlet means, that for rocker arm shaft 42 being a duct I54 which passes through rocker arm on shaft 42, which duct communicates with a substantially vertical duct I56 in end portion I60 of rocker arm 60, which seats in recess I62 in the upper end of tappet rod 34. The outlet means for shaft 44 is a duct I64 that extends through rocker arm 66 on the shaft 44, and which communicates with a substantially vertical duct I66 in the end portion I68 seating in recess I10 on the end of tappet rod 36. Tappet rods 34 and 36 are shown as being hollow rods, in order to save weight.

It will be seen, moveover, that the rocker arm shaft 44 is provided with additional ducts I12 which pass through rocker arms 68 and 10, through which lubricant is splashed or sprayed into the cylinder head, as indicated on Figure 2. The lubricant splashed from the ducts I12 is deflected by the cylinder head casing I14 so that portions of this lubricant will drop into cup members threadedly mounted in rocker arms 62 and 64 on rocker arm shaft 42 and in rocker arms 68 and 10 on rocker arm shaft 44, two of such cup members being indicated at I16 and I18 on Figure 2, the threaded mountings being indicated at I and I82, respectively. The cup members are held in place against loosening or displacement by lock nuts I84, I86, I88 and ISO (see Figures 2 and 3). In the bottom of each cup member there is provided a port, the ports of the respective cup members designated I82 and I94,

.Figure2, leading to spheroidal .ball members [9.6

and I98 interposed between the valve stems and the cup members mounted in the rocker arms.

The surface ofthe'loall members is flattened on diametrically opposite portions, the flattened portion .203 of the ball member Hi6 that engages the cup member W being substantially less in area than the flattened portion 2&2, which engages the hat end of the inlet valve stems 55.

membershaving a limited turning'movement ad- Just their :seating to the upper .surfaces of the valve stems with actuation of the rocker arms.

Lubricant from the cup members passes over the ballmembers to the valve stems thus lubrieating "the 'valve bearings illustrated at 238 for the inlet valves, and 218 for-the exhaust valves.

:Splashed lubricant also collects in recess H2,

draining therefrom through duct H2 in the cylinder head casting lfifi, into the space I is around the tappet rods, thence into space 88 in housing 86, from which it overflows through duct i iii into sump 32 and thence through overflow ducts 25s to the oil pan 2|5 of the crank case.

The lubricant overflow from space 88 into the sump 32 is accelerated by lubricant overflowing from recesses I52 and no in the upper ends of the tappet valves, which lubricant is supplied thereto from the rocker arm shafts 32 and M, as explained above, this overflow passing along the outside of the tappet rods into the bottom space 83.

From the foregoing, it will be seen that the enclosing of th lubricant-circulating system entirely within the engine obviates any increase in width or height of the engine; and by forming the lubricant passages in structural elements that are conventionally solid, there is effected marked reduction in weight of the entire engine.

It will be understood that, in accordance with usual practice, cooling water is intended to be circulated around the cylinders, which water may be admitted through a suitable intake, and, after circulation through cooling passages, is passed out through port Zit (see Figure 3), passing through passage 2% in the cylinder heads by port 222 from cooling jacket 2%, which surrounds the piston chambers of the cylinders. Th air intake line is indicated at and the exhaust at 228, which exhaust receives products of combustion. The precombustion chambers 23s are removably mounted in the cylinder head, and receive fuel through the lines the fuel intake connection being indicated at 235.

It will be seen also that the engine block C has all portions of the base 238 in the same plane. Engine block C is mounted on a sub-base see, which is attached to the base plat 238 by bolts or other fastening means 262, additional fastening means 2M securing in position the lower half of the main crank shaft bearing.

For providing access to the interior of the engine block C, it is provided with lateral ports 245, M8, that normally are closed by removable covers 259, 252.

It may be noted also that the end bearing 55 for the rocker arm shafts E2 and id is lubricated through the provision of ports 254 and 255 in the rocker arm shafts 42 and 44,-throu'gh which-ports lubricant passes .to the bearing 56.

Also, it will .be observed from the foregoing that the rocker arm shafts t2 and M form internal oil reservoirs, because oil intermittently enters the hollow portions :of the shafts each time the ports and IE2 come into registry with the lubricant intake ducts I42 and 1:44, "the 'oil being ejected from this internal reservoir by the rocking :movement of the shafts.

Having thus described our invention, what we claim as new and wish to secure by Letters Pat ent is:

1. An internal combustion engine comprising dual banks of cylinders having intersecting axes, pistons located ineach of said dual banks of cylinders, valveslocated adjacent to each of said cyl- .inders, bearing means retaining said valves in operable position, a crank shaft'located closely adjacent to the intersection of the axes of said cylinders, bearing means supporting said crank shaft, means operatively connecting said crank shaft and "said -pistons, a cam shaft located-above said crank shaft and between the banks of cylindera'bearing means retaining said cam shaft in operable position, actuating means interconnecting said cam shaft and said valves for actuating said valves responsively to rotation of said cam shaft, a lubricant sump located closely adjacent to said cam shaft, 3, main lubricant supplying header located between said cam shaft and said crank shaft and beneath and parallel to said sump, lubricant conduits interconnecting said header and the bearing means for said crank shaft, lubricant conduits interconnecting said header and the bearing means for said cam shaft, lubricant conduits interconnecting said header and said valve actuating means, and lubricant conduits interconnecting said header and said valve bearing means.

2. An internal combustion engine comprising dual banks of cylinders having intersecting axes, pistons located in each of said dual banks of cylinders, valves located adjacent to each of said cylinders, bearing means retaining said valves in operable position, a crank shaft located closely adjacent to the intersection of the axes of said cylinders, bearing means supporting said crank shaft, means interconnecting said crank shaft and said pistons, a cam shaft located above said crank shaft and between the said banks of cylinders, bearing means retaining said cam shaft in operable position, actuating means interconnecting said cam shaft and said valves for actuating said valves responsively to rotation of said cam shaft, a lubricant sump located closely adjacent to said cam shaft, a main lubricant supplying header located between said cam shaft and said crank shaft and beneath and parallel to said sump, lubricant ducts extending downwardly from said header to the bearing means for said crank shaft, and lubricant ducts extending upwardly from said header to the bearing means for said cam shaft, said valve actuating means, and said valve bearing means.

8. An internal combustion engine comprising dual banks of cylinders having intersecting axes, pistons located in each of said dual banks of cylinders, valves located adjacent to each of said cylinders, bearing means retaining said valves in operable position, a crank shaft located closely adjacent to the intersection of the axes of said cyl-.

inders, bearing means supporting said crank shaft, means interconnecting said crank shaft and said pistons, a cam shaft located above said crank shaft and between the said banks of cylinders, bearing means retaining said cam shaft in operable position, actuating means interconnecting said cam shaft and said valves for actuating said valves responsively to rotation of said cam shaft, a lubricant sump located closely adjacent to said cam shaft, a main lubricant supplying header located between said cam shaft and said crank shaft and beneath and parallel to said sump, lubricant conduits extending downwardly from said header to the bearing means for said crank shaft, and upwardly to the bearing means for said cam shaft for lubricating these shafts from the header, a double connector member mounted outside of the engine between the dual banks of cylinders, lubricant conduits connecting said header and the double connector member, a plurality of lubricant conduits connected to the double connector member and extending upwardly therefrom exteriorly of the engine along each bank of cylinders to upper portions thereof, and means within each bank of cylinders connected to the exterior lubricant conduits arranged to distribute lubricant from the exterior 8 lubricant conduits to moving parts contained in each bank of cylinders.

JULIUS E. WI'IZKY. WOLFGANG S. LANG. RICHARD J. JAKOB.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS 

